Just to get back to the IWM CASA/Heinkel, my contact confirmed my earlier guess and his comment was that the priority was for anything with an RAF roundel on it. Thus the 1-11 is fairly low on the list. The other comment was that current Duxford policy is not to do “recreations” so you won’t see Jumos on it but one possibility is to restore it to B 0f B film status. Hope this helps.

Question for trumper. Do you know what standards the 190s have been built to? FAA Experimental, JAR or whatever. The reason I ask was that the whole purpose of JAR and now EASA was to align all of the participating countries under one system. I assume Germany joined so the CAA are a bit out on a limb in denying access to British airspace I would have thought. I guess the real problem is that like a lot of big organisations, the CAA are under-staffed particularly in the Airworthiness Dept and especially at the lighter end of the scale. An example of this was the engineer who came to check out a chums Private Cat 2-seater. He had just come from doing a 747 and it was his first light aircraft in 6 years.
I’m not bashing the CAA but just pointing out the realities of life and perhaps the 190s ended up in the wrong “In-tray”.

I was down in Oz at the Airtourer Association meeting last year and I spoke to a lady who had looked at bringing one of the ex-RAF Bulldogs on to the register. The hassle was just too great and CASA were less than helpful. In the end she bought one of the RAAF Bulldog equivalents, the Airtrainer CT/4 and was very pleased with it although operating them is not all plain sailing. Did you know that Victa/Aesl nearly got the Bulldog contract for the RAF but wouldn’t change the centre spade grip for dual sticks. The later Airtrainers did have them and acheived some sales success as a result.

Just to get back to arrested landings at Duxford. There is no arrester gear there. A previous Scottish Duxford Airfield Manager tried to interest the IWM in an ex-RAF system (ex-Wyton?) but as ever there was no money in the kitty at the time. It might have been very useful for Mark Hanna who was landing from the West one day, popped his chute which promptly went plop in a nice tight bundle leading to a “bolter” which juuussst got over the M11 barrier. He landed at Cambridge and doubtless had a word with the parachute packer. The aforesaid Scottish Manager then introduced the new rules on jet movements which refer to surface wind and moisture.

Just for info, the red MG convertible rushing about on 17 March at Duxford was in fact a Smart coupe being used in a children’s programme for Channel 5. It had “wings” attached and the “star” was wearing my flying helmet!. The car itself was not too smart (ouch) as it self-immobilised and they had to bring in a replacement.
The only other Spitfire, other than the Grace version, that I saw flying was one of the B of B PR blue machines. The ferry pilots arrived in one of the black B of B Chipmunks which then departed along with the Spitfire.
Hope this helps.

A bit more on the Drover. I believe that Russell Whyham, who ran a company at Squires Gate (Blackpool) called Air Navigation and Training, had it for a while. He was going to use it for “Round the Tower” flights but I don’t ever remember seeing it assembled. He also had a Prince or Pembroke and that didn’t fly either. He was unfortunately killed when he crashed into a sewage farm in a Beagle Pup. I very nearly bought a Hornet Moth from him for £395 but got a Mark One Sprite instead. Mark One Sprite today £6000, Hornet Moth £50,000. Oh well !!